hazel



No. 608,426. Patented Aug. 2, I898. P. H. HAZEL.

CATTLE sumo.

(Lpplicatipn filed. In. 27. 1898.;

(No llodol.)

No. 608,426. Patented Aug. 2, I898. P. n. HAZEL.

CATTLE GUARD.

(Applicltion filed Jan. 27, 1898.;

(I0 Model.) 2 Sheets-Sheet 2. I

m: cams rzrens co, PHOTQLITNOH WASHINGTON. o. c

UNITED STAT S PETER H. HAZEL, OF

PATENT CFFICE.

CATTLE-G UARD.

SPECIFICATION forming part of Letters Patent No. eosnaadatea August 2,1898. Application filed January 2'7, 1898. Serial No. 668,170. (Nomodel.)

act'description of the invention, such as will enable others skilled inthe art to which it ap pertains to make and use the same.

My invention has relation to cattle-guards and the object of theinvention is to provide a simple and inexpensive device of thischaracter by means of which cattle are prevented from wandering up anddown the track where the farm or pasture is divided or cut through by arailroad, the construction being such that the moving train will operatethe gates of the guard, throw them back and allow the train to pass, andafter the train has passed the gates will be closed.

A further object of the invention is to provide means whereby after thegates have been opened and the train is moving along through the gatewaythe said gates will not be jolted or jarred by the wheels of the cars asthey pass over the trip-beams.

With these objects in view the invention consists in certain features ofconstruction and combination of parts,which will be hereinafter fullydescribed and claimed.

In the accompanying drawings, Figure l is a perspective View of myimproved cattleguard, showing in full lines the position of the gateswhen closed and in dotted lines the position when opened. Fig. 2 is acentral longitudinal sectional View. Fig. 3 is a detail perspective Viewof one of the gate-posts, showing the lower end broken away and theengagement of the slotted link with said post; and Fig. 4 is a similarView of the meeting ends of one of the trip-rails, showing a portionbroken away to illustrate the connection of the link with saidtrip-rail.

In said drawings, 1 denotes the railroadtrack. To the'rails 2 arepivoted the outer ends of the trip-rails 3, jointed at their inner ends,as shown at 4.

5 denotes bow-springs, the ends of which extend through staples 6,secured to the ties of the track, and have a sliding engagementtherewith. The bowed portions of the springs bear against the trip-railson their under sides immediately below the jointed portions and serveto'hold the rails sufficiently elevated to be engaged by the flanges ofthe wheels of the cars.

7 denotes the gates, the posts of which are pivoted in brackets 8,secured to the supporting-rails? of the track.

9 denotes alink, the upper free end of which is slotted and engaged witha transverse pin 10, passing through the lower end of the gatepost. Thislink has its lower endpivoted to a lever 11, that in turn is pivoted toa crosspiece 12, arranged below the track.

13 denotes a short link which is hung upon a pivot connecting thejointed ends of the trip-rails and has its lower end connected to theinner end of the lever. This short link has a slight lateral movementcorresponding to the throw of the inner end of the lever.

It is evident that when the wheels of the locomotive engage thetrip-rails said rails will be depressed. This action will throw thegates to the position shown in dotted lines in Fig. 1, and owing to thefact that the slotted link has a slight. movement independent of thegates the constant vibration of the triprails will not in the least betransmitted to the opened gates. vided every vibration of the trip-railswould be imparted to the gates and cause them soon to become inoperativeor damaged to such an extent as to need repair.

In order to adjust the rails with respect to the tread-rails of thetrack, I provide tierods 14, which are provided with threaded ends. Nuts15 are placed upon the threaded ends at the inner edge and outer edge ofeach jointed rail, so that said rail may be adjusted laterally to be inposition to be engaged by the flanges of the wheels. If desired, aguideplate 16 may be secured to the cross-rail at a point adjacent tothe jointed ends of each trip-rail, which will serve, in additionto thetie-rods, to prevent the "coming togcther of the trip-rails at thejointed portions.

Having thus described my invention, what I claim, and desire to secureby LettersPatout, is

In combination with the railroad-rails, trip Vere these slots notprorails pivoted thereto at their outer ends, and l each consisting ofjointed sections connected together by tie-rods, bow-springs arrangedbeneath the jointed rails and having their ends projecting through andhaving a sliding engagement with staples secured to the ties, saidbow-springs serving to hold the jointed rails normally in position to beengaged by the wheels of a car, pivoted gates adapted normally to lieacross the track, pivoted levers, links connected to the outer ends ofsaid levers, and having a slotted end that projects through slits in theposts of the gates, a pivot passing through said post and the slottedends of said links whereby the

